WO2016152454A1 - Automobile-use reduction gear-equipped motor driving device - Google Patents
Automobile-use reduction gear-equipped motor driving device Download PDFInfo
- Publication number
- WO2016152454A1 WO2016152454A1 PCT/JP2016/056743 JP2016056743W WO2016152454A1 WO 2016152454 A1 WO2016152454 A1 WO 2016152454A1 JP 2016056743 W JP2016056743 W JP 2016056743W WO 2016152454 A1 WO2016152454 A1 WO 2016152454A1
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- WIPO (PCT)
- Prior art keywords
- gear
- gear shaft
- casing
- shaft
- reduction gear
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/354—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having separate mechanical assemblies for transmitting drive to the front or to the rear wheels or set of wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H1/00—Toothed gearings for conveying rotary motion
- F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
- F16H1/20—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members
- F16H1/22—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
- H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
Definitions
- the present invention is a parallel gear shaft speed reducer that includes an electric motor and a speed reducer that decelerates the power of the electric motor and transmits it to a drive wheel, and the speed reducer has a plurality of gear shafts arranged in parallel in a casing.
- the present invention relates to a motor drive device with a reduction gear for automobiles.
- Patent Documents 1 and 2 disclose a motor drive device with a reduction gear for an automobile, which includes two electric motors and a reduction gear for independently driving left and right drive wheels.
- this conventional motor drive device with a reduction gear for an automobile includes left and right electric motors 101 that individually drive left and right drive wheels, and two reduction gears 102 that reduce the rotation of the electric motor 101.
- the two reduction gears 102 are arranged in the center of the left and right electric motors 101.
- the speed reducer 102 includes an input gear shaft 123 having an input gear to which power is transmitted from the motor shaft 112, a large-diameter gear that meshes with the input gear of the input gear shaft 123, and a small-diameter that meshes with the output gear.
- It is a parallel gear reducer provided.
- Each gear is a helical gear, and each gear shaft is supported by a reduction gear casing 128 so that both ends can be rotated by rolling bearings.
- the left and right gear shafts are arranged coaxially with each other.
- the speed reducer casing 128 that accommodates the gear shafts 123, 124, and 125 is divided into a central casing 128a and a side casing 128b in the axial direction, and the central casing 128a divided in the axial direction.
- 124d, 125c, and 125d are provided.
- rolling bearings 123a, 123b, 124a, 124b, 125a, 125b are attached to both ends of the gear shafts 123, 124, 125 as shown in FIG.
- each of the gear shaft assemblies having the rolling bearings 123a, 123b, 124a, 124b, 125a, and 125b attached to both ends.
- One rolling bearing 123a, 124a, 125a is inserted. Then, as shown in FIG.
- the rolling bearings 123b, 124b, and 125b of the three gear shafts 123, 124, and 125 are simultaneously inserted into the entrances of the three bearing fitting holes 123d, 124d, and 125d of the side casing 128b as shown in FIG. It is very difficult to do.
- the input gear shaft 123 and the output gear shaft 125 penetrate through the end portions of the bearing fitting holes 123d and 125d of the side casing 128b for connection with the electric motor 101 and the constant velocity joint 126 (see FIG. 15). Therefore, fine adjustment is possible when the rolling bearings 123b and 125b are inserted. However, since the end of the bearing fitting hole 124d of the side casing 128b does not penetrate the intermediate gear shaft 124, the rolling bearing 124b is inserted. It is difficult to make fine adjustments.
- a gear shaft assembly is formed by attaching rolling bearings 123a, 123b, 124a, 124b, 125a, 125b to both ends of each gear shaft 123, 124, 125. Later, the rolling bearings 123a, 123b, 124a, 124b, 125a, 125b are inserted into the bearing fitting holes 123c, 124c, 125c of the central casing 128a and the bearing fitting holes 123d, 124d, 125d of the side casing 128b. Is adopted.
- each gear shaft 123, 124, 125 and the bearing inner rings of the rolling bearings 123a, 123b, 124a, 124b, 125a, 125b is a tight fitting, and the rolling bearings 123a, 123b, 124a,
- the fitting between the bearing outer rings 124b, 125a, 125b and the bearing fitting holes 123c, 123d, 124c, 124d, 125c, 125d is a clearance fitting.
- the assembly procedure is as follows: rolling bearings 123a, 123b, 124a, 124b, 125a, 125b, bearing fitting holes 123c, 124c, 125c in the central casing 128a and bearing fitting holes 123d in the side casing 128b. , 124d, 125d first, and then both ends of the gear shafts 123, 124, 125 are fitted into the rolling bearings 123a, 123b, 124a, 124b, 125a, 125b.
- the rolling bearings 123b, 124b, and 125b of the three gear shafts 123, 124, and 125 are provided at the entrances of the three bearing fitting holes 123d, 124d, and 125d of the side casing 128b, as shown in FIG. It is very difficult to insert at the same time.
- the sliding amounts L 123 , L 124 , L 125 of the gear shafts 123 , 124 , 125 from the entrance to the bottom of the three bearing fitting holes 123 d, 124 d, 125 d during assembly are as shown in FIG. Since all are set to be the same, it is difficult to insert all the gear shafts 123, 124, 125 into the bearing fitting holes 123d, 124d, 125d at the same time.
- the difficulty in assembling such a plurality of gear shafts 123, 124, 125 to the reducer casings 128a, 128b divided in the axial direction is that rolling bearings 123a, 123b, 124a, 124b as shown in FIG. , 125a, 125b and the bearing fitting holes 123c, 123d, 124c, 124d, 125c, 125d, even when the fitting is a clearance fitting, the rolling bearings 123a, 123b, 124a as shown in FIG.
- the problem at the time of assembling in such a reduction gear is not limited to the configuration of the three-shaft gear shaft as in the above example, but also applies to the configuration of four or more gear shafts. The same occurs not only in the motor drive device but also in a one-motor type motor drive device.
- one end of the plurality of gear shafts can be assembled at the same time into the bearing fitting holes of the divided reduction gear casings. It is an object to improve the assemblability of the reduction gear by avoiding the above and enabling the position adjustment of the gear shaft at the time of assembly.
- the present invention includes an electric motor and a speed reducer that decelerates the power of the electric motor and transmits the power to the drive wheels.
- the speed reducer is an input to which power is transmitted from the motor shaft.
- One or more having an input gear shaft having gears, an output gear shaft having an output gear for transmitting a driving force to the drive wheels via the drive shaft, and an intermediate gear provided between the input gear shaft and the output gear shaft
- a plurality of gear shafts constituting the parallel gear shaft speed reducer are parallel gear shaft speed reductions at both ends thereof.
- the sliding amount at the time of assembling the reduction gear casing between the bearing ring for clearance fitting and the member for clearance fitting with the bearing ring is all It may be different.
- the gear shaft housed in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and when the reduction gear casing of the input gear shaft and the output gear shaft is assembled.
- the sliding amount at may be smaller than the sliding amount when the reduction gear casing of the intermediate gear shaft is assembled.
- the assembly structure of the gear shaft and the reduction gear casing can be employed in a motor drive device with a reduction gear for an automobile that includes one electric motor and one reduction gear.
- the assembly structure of the gear shaft and the speed reducer casing includes two electric motors for independently driving the left and right driving wheels, and the power of the two electric motors is individually decelerated to reduce the left and right driving motors.
- the present invention can also be adopted in a motor drive device with a vehicle speed reducer that includes two speed reducers that transmit to drive wheels.
- the gear shaft housed in the reducer casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, between the input gear shaft and the reducer casing and between the output gear shaft and the speed reducer.
- An oil seal is attached to each of the machine casings, and for all the gear shafts, after the bearing wheel to be clearance-fitted and the member to be clearance-fitted to the bearing wheel are fitted, the input gear shaft and The oil seal is preferably disposed at an axial position where the output gear shaft is fitted with the oil seal.
- the gear shaft accommodated in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and the two divided reduction gear casings are positioned by knock pins.
- the bearing ring to be clearance-fitted and the member to be clearance-fitted to the bearing ring are fitted, and after the input gear shaft and the output gear shaft are fitted to the oil seal, the knotpins are fitted. It is preferable to set the protruding height of the knock pin to be matched.
- the gear shaft accommodated in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and the two divided reduction gear casings are positioned by in-row coupling.
- the speed reducer casing has a protrusion height of the spigot protrusion in which the spigot protrusion of the spigot joint fits into the spigot recess.
- the amount of sliding at the time of assembling the reduction gear casing of at least one gear shaft is different from that of other gear shafts, so that all gear shafts can be assembled at the same time.
- the position can be adjusted and the assemblability is improved.
- the assemblability is further improved by adopting different slide amounts when assembling the reduction gear casings of all gear shafts.
- the oils are attached in advance to the input gear shaft opening and the output gear shaft opening of the reduction casing.
- the knock pin protruding height at which the knock pin is fitted prevents the position adjustment from being hindered when the reducer housing is assembled and when the oil seal is fitted. it can.
- FIG. 1 is a schematic plan view showing an example of an electric vehicle using a two-motor type motor drive device with a reduction gear for an automobile according to the present invention. It is the end elevation which looked at the gear train of the embodiment of FIG. 1 from the axial direction. It is the cross-sectional top view which decomposed
- FIG. 10 is a cross-sectional plan view illustrating another example of the assembly example of FIG. 9.
- a motor drive device A with a reduction gear for an automobile shown in FIG. 1 has a reduction gear casing 20 that houses two reduction gears 2L and 2R in parallel on the left and right sides, and two electric motors on the left and right sides of the reduction gear casing 20.
- 1L and 1R motor casings 3L and 3R are fixedly arranged.
- the electric vehicle B shown in FIG. 2 is a front-wheel drive system, and is a two-motor type vehicle deceleration that independently drives a chassis 41, front wheels 42 as drive wheels, rear wheels 43, and left and right drive wheels.
- the motor drive device A with a two-motor type automobile reduction gear is mounted on the chassis 41 at the center position of the left and right front wheels 42 which are drive wheels.
- the driving force of the motor drive device A with a reduction gear is transmitted to the front wheels 42 that are the left and right drive wheels via the constant velocity joint 15 and the drive shaft 16.
- a rear wheel driving method or a four wheel driving method may be used in addition to the front wheel driving method shown in FIG.
- the left and right electric motors 1L and 1R in the motor drive device A with a reduction gear for an automobile of a two-motor type are accommodated in motor casings 3L and 3R as shown in FIG.
- the motor casings 3L and 3R include cylindrical motor casing bodies 3aL and 3aR, outer walls 3bL and 3bR that close the outer surfaces of the motor casing bodies 3aL and 3aR, and reduction gears on the inner surfaces of the motor casing bodies 3aL and 3aR. It consists of inner walls 3cL and 3cR separated from 2L and 2R. The inner walls 3cL and 3cR of the motor casing bodies 3aL and 3aR are provided with openings for drawing out the motor shaft 12a.
- the electric motors 1 ⁇ / b> L and 1 ⁇ / b> R are of a radial gap type in which a stator 11 is provided on the inner peripheral surface of the motor casing body 3 aL and 3 aR, and a rotor 12 is provided on the inner periphery of the stator 11. I am using something.
- the electric motors 1L and 1R may be axial gap types.
- the rotor 12 has a motor shaft 12a at the center, and the motor shaft 12a is drawn from the openings of the inner side walls 3cL and 3cR of the motor casing bodies 3aL and 3aR to the speed reducers 2L and 2R, respectively.
- a seal member 13 is provided between the openings of the motor casing bodies 3aL and 3aR and the motor shaft 12a.
- the motor shaft 12a is rotatably supported by the rolling bearings 14a and 14b on the inner side walls 3cL and 3cR and the outer side walls 3bL and 3bR of the motor casing main bodies 3aL and 3aR (FIG. 1).
- a speed reducer casing 20 that accommodates two speed reducers 2L and 2R provided in parallel in the left and right is a central casing 20a and left and right side casings 20bL fixed to both side surfaces of the central casing 20a. , 20bR three-piece structure.
- the left and right side casings 20bL and 20bR are fixed to the openings on both sides of the central casing 20a by a plurality of bolts (not shown).
- a partition wall 21 is provided in the center of the center casing 20a.
- the reduction gear casing 20 is divided into right and left parts by the partition wall 21, and independent left and right accommodation chambers for accommodating the two reduction gears 2L, 2R are provided in parallel.
- the speed reducers 2L and 2R are provided symmetrically and have input gear shafts 23L and 23R having an input gear 23a to which power is transmitted from the motor shaft 12a, and the input gear 23a.
- Intermediate gear shafts 24L, 24R having a large diameter gear 24a meshing with the output gear 25a, and a small diameter gear 24b meshing with the output gear 25a, and an output gear 25a.
- This is a parallel gear reducer including output gear shafts 25L and 25R that transmit a driving force to the driving wheels via 2).
- the left and right input gear shafts 23L and 23R, intermediate gear shafts 24L and 24R, and output gear shafts 25L and 25R are arranged coaxially.
- Both ends of the input gear shafts 23L, 23R of the speed reducers 2L, 2R roll into bearing fitting holes 27a formed on both the left and right sides of the partition wall 21 of the central casing 20a and bearing fitting holes 27b formed in the side casings 20bL, 20bR.
- the bearings 28a and 28b are rotatably supported.
- the end portions on the outboard side of the input gear shafts 23L and 23R are drawn outward from the opening portions 27c provided in the side casings 20bL and 20bR, and the openings 27c and the outer end portions of the input gear shafts 23L and 23R are connected to each other.
- An oil seal 31 is provided between them to prevent leakage of the lubricating oil filled in the speed reducers 2L and 2R.
- the input gear shafts 23L and 23R have a hollow structure, and the motor shaft 12a is inserted into the hollow input gear shafts 23L and 23R.
- the input gear shafts 23L, 23R and the motor shaft 12a are spline-coupled.
- Intermediate gear shafts 24L and 24R are stepped gears having a large-diameter gear 24a meshing with the input gear 23a and a small-diameter gear 24b meshing with the output gear 25a on the outer peripheral surface.
- rolling bearings 34a and 34b are formed into bearing fitting holes 32a formed on both surfaces of the partition wall 21 of the central casing 20a and bearing fitting holes 32b formed on the side casings 20bL and 20bR. Is supported through.
- the output gear shafts 25L and 25R have a large-diameter output gear 25a, and are formed in bearing fitting holes 35a formed on both surfaces of the partition wall 21 of the central casing 20a and bearing fitting holes 35b formed on the side casings 20bL and 20bR. It is supported by rolling bearings 37a and 37b.
- Outboard side ends of the output gear shafts 25L and 25R are pulled out to the outside of the reduction gear casing 20 through openings 35c formed in the side casings 20bL and 20bR, and the output gear shafts 25L and 25R are pulled out to the outboard side.
- the outer ring member of the constant velocity joint 15 is spline-coupled (including serrated coupling) to the outer peripheral surface of the end portion.
- the constant velocity joint 15 coupled to the output gear shafts 25L and 25R is connected to the drive wheels via the drive shaft 16 (FIG. 2).
- An oil seal 39 is provided between the end of the output gear shafts 25L and 25R on the outboard side and the opening 35c formed in the side casings 20bL and 20bR, and leakage of the lubricating oil filled in the speed reducers 2L and 2R occurs. Is preventing.
- the input gear shafts 23L and 23R, the intermediate gear shafts 24L and 24R, and the output gear shafts 25L and 25R of the two left and right speed reducers 2L and 2R are coaxially arranged.
- the reduction gears 2L and 2R are symmetrical, and the assembly procedure will be described below.
- the rolling bearing 28a attached to the input gear shaft 23R and the rolling bearing 34a attached to the intermediate gear shaft 24R are inserted into the bearing fitting holes 27a, 32a and 35a of the central casing 20a. Then, each bearing outer ring of the rolling bearing 37a attached to the output gear shaft 25R is inserted by clearance fitting.
- the side casing 20bR is put on the gear shafts of the input gear shaft 23R, the intermediate gear shaft 24R, and the output gear shaft 25R, and the bearing fitting holes 27b, 32b, 35b of the side casing 20bR are covered.
- the bearing outer rings of the rolling bearing 28b attached to the input gear shaft 23R, the rolling bearing 34b attached to the intermediate gear shaft 24R, and the rolling bearing 37b attached to the output gear shaft 25R are inserted by clearance fitting.
- the sliding amount L 25 in which the rolling bearing 37b attached to the output gear shaft 25R is inserted and slid into the bearing fitting hole 35b of the side casing 20bR, that is, out of the distance from the entrance to the bottom of the bearing fitting hole 35b, is the bearing.
- the sliding amount L 23 of the rolling bearing 28b mounted on the input gear shaft 23R in the fitting hole 27b is inserted and slides, among other Sliding amount L 24 of the gear shaft 24R, and smaller than the sliding distance L 25 of the output gear shaft 25R, before rolling bearing 28b mounted on the input gear shaft 23R to the bearing fitting hole 27b is inserted, the intermediate gear shaft
- the rolling bearing 34b of 24R and the rolling bearing 37b of the output gear shaft 25R are fitted in the bearing fitting holes 32b and 35b.
- the rolling bearing 28b of the input gear shaft 23R, the rolling bearing 34b of the intermediate gear shaft 24R, and the rolling bearing 37b of the output gear shaft 25R are bearing-fitted.
- the rolling bearing 34b of the intermediate gear shaft 24R and the rolling bearing 37b of the output gear shaft 25R are first fitted into the bearing fitting holes 32b and 35b, not simultaneously with the joint holes 27b, 32b and 35b. Since the rolling bearing 28b of the input gear shaft 23R can be fitted into the bearing fitting hole 27b, when the rolling bearing 28b of the input gear shaft 23R is fitted into the bearing fitting hole 27b, it is easily fitted while adjusting the position. Can do.
- one of the three gear shafts is fitted later than the other two gear shafts.
- L 23 , L 24 and L 25 may all be different.
- the relationship is L 23 ⁇ L 25 ⁇ L 24 . Regardless of the relationship between FIG. 6 and FIG. 7, the relationship between L 23 , L 24 , and L 25 can be changed as appropriate.
- an intermediate gear shaft 24R one or more, i.e., 4 when assembling the reduction gear 2R having gear shaft above the gear shaft, a sliding amount L 24 of the intermediate gear shaft 24R of the other gear shaft sliding amount
- L 24 of the intermediate gear shaft 24R of the other gear shaft sliding amount By making it larger than L 23 and L 25 , one or more intermediate gear shafts 24R can be fitted first, and after the intermediate gear shaft 24R is fitted, the input gear shaft 23R and the output gear
- the position adjustment can be performed using the openings 27c and 35c of the bearing fitting holes 27b and 35b of the input gear shaft 23R and the output gear shaft 25R provided in the side casing 20bR.
- the rolling bearings 28b, 34b, and 37b of all the gear shafts are connected to the bearing fitting holes 27b, 32b, and 35b.
- the bearing fitting holes 27b, 32b, and 35b are fitted to the openings 27c, 35c of the bearing fitting holes 27b, 35b of the input gear shaft 23R, and the fitting portions of the input gear shaft 23R and the output gear shaft 25R.
- the oil seals 31 and 39 are arranged at the height in the axial direction between which the gaps L 1 and L 2 are provided, so that the oil seals 31 and 39 can be adjusted when the side casing 20bR is assembled. So as not to interfere.
- a plurality of knock pins 33a are provided on the end surface of the central casing 20a, and pin holes 33b into which the knock pins 33a are fitted are provided on the end surface of the side casing 20bR.
- the casing 20bR can be positioned.
- the height of the knock pin 33a is such that the knock pin 33a is pinned after the input gear shaft 23R and the output gear shaft 25R are fitted to the oil seals 31 and 39 of the side casing 20bR.
- the front end of the knock pin 33a and the side casing 20bR are located between the oil seals 31 and 39 and the fitting portions of the input gear shaft 23R and the output gear shaft 25R so as to fit into the hole 33b, rather than the gaps L 1 and L 2 . is set larger the gap L 3 between the end face.
- the center casing 20a and the side casing 20bR are formed by providing the spigot convex part 33c on the end surface of the central casing 20a, and providing the spigot concave part 33d into which the spigot convex part 33c is fitted on the end face of the side casing 20bR.
- the height of the inlay projection 33c is set so that the oil seals 31 and 39 of the side casing 20bR are connected to the input gear shaft 23R and the output.
- the gap between the both ends of each of the input gear shaft 23R, the intermediate gear shaft 24R, and the output gear shaft 25R and the bearing inner rings of the rolling bearings 28a, 28b, 34a, 34b, 37a, 37b is clearance.
- Assembling is performed by fitting the rolling bearings 28a, 28b, 34a, 34b, 37a, and 37b with the bearing fitting holes 27a, 27b, 32a, 32b, 35a, and 35b. It is an example.
- the sliding amount L 23 of the input gear shaft 23R is set to be smaller than the sliding amount L 25 of the sliding amount L 24 of the intermediate gear shaft 24R output gear shaft 25R, i.e., L 23 ⁇ L 24 ( L 25 ), the intermediate gear shaft 24R and the output gear shaft 25R are connected to the bearing fitting hole 32b before the input gear shaft 23R is fitted to the rolling bearing 28b attached to the bearing fitting hole 27b.
- the rolling bearing 34b attached to the rolling bearing 37b and a rolling bearing 37b attached to the bearing fitting hole 35b.
- Example of FIG. 10 the sliding amount L 24 of the intermediate gear shaft 24R, the input gear shaft and greater than the sliding amount L 23 and the output gear shaft sliding amount L 25 of 25R of 23R, the input gear shaft 23R sliding amount L 23 Is larger than the slide amount L 25 of the output gear shaft 25R, that is, the relationship of L 25 ⁇ L 23 ⁇ L 24 is established, so that the intermediate gear shaft 24R is the earliest rolling bearing attached to the bearing fitting hole 32b. 34b. Regardless of the relationship between FIGS. 9 and 10, the relationship between L 23 , L 24 , and L 25 can be changed as appropriate.
- the above embodiment has been described by taking the two-motor type motor drive device A with a reduction gear for an automobile as an example, but the assembling procedure of the reduction gear in the present invention is a one-motor type motor drive device with a reduction gear for an automobile.
- the present invention can also be applied to the assembly of a reduction gear.
- the reduction gear casing has a configuration of a motor side casing and a reduction gear side casing, and the motor side casing is a two-motor type motor drive with an automobile reduction gear.
- the reduction gear side casing corresponds to the central casing 20a in the side casings 20bL and 20bR in the apparatus A.
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Abstract
The purpose of the present invention is to improve assemblability when assembling an input gear shaft 23R, an output gear shaft 25R, and at least one intermediate gear shaft 24R to a reduction gear casing 20. In the present invention, when assembling an input gear shaft 23R, an output gear shaft 25R, and at least one intermediate gear shaft 24R to a reduction gear casing 20a, 20br which is divided in the axial direction, the slide amount of at least one gear shaft when the same is assembled to the reduction gear casing 20a, 20br is different than that of other gear shafts, and as a result of this configuration, it becomes possible to perform position adjustment when assembling the gear shafts to the casing, and assemblability can be improved as compared to cases where all the gear shafts are assembled to the casing simultaneously.
Description
この発明は、電動モータと、この電動モータの動力を減速して駆動輪に伝達する減速機とを備え、減速機がケーシング内に複数の歯車軸を平行に配置した平行歯車軸減速機である自動車用減速機付きモータ駆動装置に関するものである。
The present invention is a parallel gear shaft speed reducer that includes an electric motor and a speed reducer that decelerates the power of the electric motor and transmits it to a drive wheel, and the speed reducer has a plurality of gear shafts arranged in parallel in a casing. The present invention relates to a motor drive device with a reduction gear for automobiles.
自動車用減速機付きモータ駆動装置として、左右の駆動輪をそれぞれ独立して駆動させる2基の電動モータと減速機を備えるものが特許文献1及び特許文献2に開示されている。
Patent Documents 1 and 2 disclose a motor drive device with a reduction gear for an automobile, which includes two electric motors and a reduction gear for independently driving left and right drive wheels.
この従来の自動車用減速機付きモータ駆動装置は、図11に示すように、左右の駆動輪を個別に駆動する左右の電動モータ101と電動モータ101の回転を減速する2基の減速機102を備え、左右の電動モータ101の中央に2基の減速機102を配置している。
As shown in FIG. 11, this conventional motor drive device with a reduction gear for an automobile includes left and right electric motors 101 that individually drive left and right drive wheels, and two reduction gears 102 that reduce the rotation of the electric motor 101. The two reduction gears 102 are arranged in the center of the left and right electric motors 101.
減速機102は、図11に示すように、モータ軸112から動力が伝達される入力歯車を有する入力歯車軸123と、この入力歯車軸123の入力歯車に噛み合う大径歯車と出力歯車に噛み合う小径歯車を有する複数の中間歯車軸124と、出力歯車を有し、減速機ケーシング128から引き出されて等速ジョイント126、ドライブシャフト127を介して駆動輪に駆動力を伝達する出力歯車軸125とを備える平行歯車減速機である。各歯車は、はすば歯車であり、各歯車軸は両端部を転がり軸受により回転自在に減速機ケーシング128に支持されている。また、左右の各歯車軸は各歯車軸123、124、125同士が同軸上に配置されている。
As shown in FIG. 11, the speed reducer 102 includes an input gear shaft 123 having an input gear to which power is transmitted from the motor shaft 112, a large-diameter gear that meshes with the input gear of the input gear shaft 123, and a small-diameter that meshes with the output gear. A plurality of intermediate gear shafts 124 having gears, and an output gear shaft 125 having an output gear, which is pulled out from the reduction gear casing 128 and transmits a driving force to the driving wheels via the constant velocity joint 126 and the drive shaft 127. It is a parallel gear reducer provided. Each gear is a helical gear, and each gear shaft is supported by a reduction gear casing 128 so that both ends can be rotated by rolling bearings. The left and right gear shafts are arranged coaxially with each other.
ところで、自動車用減速機付きモータ駆動装置に使用する平行歯車軸減速機の組立ては、次のように行われる。
By the way, the assembly of the parallel gear shaft reducer used in the motor drive device with a reduction gear for automobiles is performed as follows.
各歯車軸123、124、125を収容する減速機ケーシング128は、例えば、図12に示すように、軸方向に中央ケーシング128aと側面ケーシング128bに分割されており、軸方向に分割した中央ケーシング128aと側面ケーシング128bの対向面に、各歯車軸123、124、125の両端部に設けられる転がり軸受123a、123b、124a、124b、125a、125bを嵌合する軸受嵌合穴123c、123d、124c、124d、125c、125dを設けている。
For example, as shown in FIG. 12, the speed reducer casing 128 that accommodates the gear shafts 123, 124, and 125 is divided into a central casing 128a and a side casing 128b in the axial direction, and the central casing 128a divided in the axial direction. Bearing fitting holes 123c, 123d, 124c for fitting rolling bearings 123a, 123b, 124a, 124b, 125a, 125b provided at both ends of the gear shafts 123, 124, 125 to the opposing surface of the side casing 128b. 124d, 125c, and 125d are provided.
そして、右側の平行歯車軸減速機を組立てる際には、各歯車軸123、124、125の両端部に、図12に示すように、転がり軸受123a、123b、124a、124b、125a、125bを取付けた後、中央ケーシング128aの軸受嵌合穴123c、124c、125cに、図13に示すように、両端部に転がり軸受123a、123b、124a、124b、125a、125bを取付けた各歯車軸組立体の一方の転がり軸受123a、124a、125aを挿入する。その後、図14に示すように、他方の側面ケーシング128bの軸受嵌合穴123d、124d、125dに、各歯車軸組立体のもう一方の転がり軸受123b、124b、125bを挿入しながら、側面ケーシング128bを中央ケーシング128aに組付ける手順となる。この時、入力歯車軸123と出力軸125は、側面ケーシング128bにあらかじめ取り付けられたオイルシール129、130とも嵌合する。さらに、中央ケーシング128aと側面ケーシング128bは、ノックピン131によって位置決めを行っている。
When assembling the right parallel gear shaft speed reducer, rolling bearings 123a, 123b, 124a, 124b, 125a, 125b are attached to both ends of the gear shafts 123, 124, 125 as shown in FIG. After that, as shown in FIG. 13, in the bearing fitting holes 123c, 124c, and 125c of the central casing 128a, each of the gear shaft assemblies having the rolling bearings 123a, 123b, 124a, 124b, 125a, and 125b attached to both ends. One rolling bearing 123a, 124a, 125a is inserted. Then, as shown in FIG. 14, while inserting the other rolling bearings 123b, 124b, 125b of each gear shaft assembly into the bearing fitting holes 123d, 124d, 125d of the other side casing 128b, the side casing 128b This is a procedure for assembling to the central casing 128a. At this time, the input gear shaft 123 and the output shaft 125 are also fitted with oil seals 129 and 130 attached in advance to the side casing 128b. Further, the center casing 128a and the side casing 128b are positioned by knock pins 131.
ところが、図14に示すように、側面ケーシング128bの軸受嵌合穴123d、124d、125dに、歯車軸組立体の転がり軸受123b、124b、125bを挿入する際、この軸受嵌合穴123d、124d、125dの位置精度が悪いと、3つの歯車軸123、124、125同士が傾いた状態となる。すなわち、歯車同士の噛み合い面が傾いた状態で駆動することにより、歯車歯面や歯車軸123、124、125を支持する転がり軸受123a、123b、124a、124b、125a、125bの摩耗や疲労による損傷を引き起こす可能性がある。また、振動増加も引き起こす可能性がある。
However, as shown in FIG. 14, when the rolling bearings 123b, 124b, 125b of the gear shaft assembly are inserted into the bearing fitting holes 123d, 124d, 125d of the side casing 128b, the bearing fitting holes 123d, 124d, If the positional accuracy of 125d is poor, the three gear shafts 123, 124, 125 are inclined. That is, by driving with the meshing surfaces of the gears tilted, the rolling bearings 123a, 123b, 124a, 124b, 125a, 125b that support the gear tooth surfaces and the gear shafts 123, 124, 125 are damaged due to wear or fatigue. May cause. It can also cause increased vibration.
歯車歯面や歯車軸123、124、125を支持する転がり軸受123a、123b、124a、124b、125a、125bの摩耗や、疲労による損傷や、振動増加を防止するためには、中央ケーシング128aおよび側面ケーシング128bの各軸受嵌合穴123c、123d、124c、124d、125c、125d同士の位置精度も高精度とする必要がある。このため、3つの歯車軸123、124、125の各転がり軸受123b、124b、125bを側面ケーシング128bの3つの軸受嵌合穴123d、124d、125dの入り口に、図14に示すように、同時に挿入するのは非常に困難である。
In order to prevent wear of the rolling bearings 123a, 123b, 124a, 124b, 125a, and 125b that support the gear tooth surfaces and the gear shafts 123, 124, and 125, damage due to fatigue, and increase in vibration, the central casing 128a and the side surfaces are prevented. The positional accuracy between the bearing fitting holes 123c, 123d, 124c, 124d, 125c, and 125d of the casing 128b needs to be high. Therefore, the rolling bearings 123b, 124b, and 125b of the three gear shafts 123, 124, and 125 are simultaneously inserted into the entrances of the three bearing fitting holes 123d, 124d, and 125d of the side casing 128b as shown in FIG. It is very difficult to do.
さらに、入力歯車軸123と出力歯車軸125は、電動モータ101や等速ジョイント126との接続のために(図15参照)、側面ケーシング128bの軸受嵌合穴123d、125dの端部が貫通しているので、転がり軸受123b、125bの挿入時に微調整が可能であるが、中間歯車軸124は側面ケーシング128bの軸受嵌合穴124dの端部が貫通していないため、転がり軸受124bの挿入時に微調整を行うことは困難である。
Further, the input gear shaft 123 and the output gear shaft 125 penetrate through the end portions of the bearing fitting holes 123d and 125d of the side casing 128b for connection with the electric motor 101 and the constant velocity joint 126 (see FIG. 15). Therefore, fine adjustment is possible when the rolling bearings 123b and 125b are inserted. However, since the end of the bearing fitting hole 124d of the side casing 128b does not penetrate the intermediate gear shaft 124, the rolling bearing 124b is inserted. It is difficult to make fine adjustments.
図12~図14に示した組立て手順は、各歯車軸123、124、125の両端部に、転がり軸受123a、123b、124a、124b、125a、125bを取付けることにより、歯車軸組立体を形成した後に、転がり軸受123a、123b、124a、124b、125a、125bを、中央ケーシング128aの軸受嵌合穴123c、124c、125cと、側面ケーシング128bの軸受嵌合穴123d、124d、125dに嵌め入れるという手順を採用している。したがって、各歯車軸123、124、125の両端部と転がり軸受123a、123b、124a、124b、125a、125bの軸受内輪との嵌め合いは、しまり嵌合であり、転がり軸受123a、123b、124a、124b、125a、125bの軸受外輪と軸受嵌合穴123c、123d、124c、124d、125c、125dとの嵌め合いは、すきま嵌合である。
In the assembly procedure shown in FIG. 12 to FIG. 14, a gear shaft assembly is formed by attaching rolling bearings 123a, 123b, 124a, 124b, 125a, 125b to both ends of each gear shaft 123, 124, 125. Later, the rolling bearings 123a, 123b, 124a, 124b, 125a, 125b are inserted into the bearing fitting holes 123c, 124c, 125c of the central casing 128a and the bearing fitting holes 123d, 124d, 125d of the side casing 128b. Is adopted. Therefore, the fitting between the both ends of each gear shaft 123, 124, 125 and the bearing inner rings of the rolling bearings 123a, 123b, 124a, 124b, 125a, 125b is a tight fitting, and the rolling bearings 123a, 123b, 124a, The fitting between the bearing outer rings 124b, 125a, 125b and the bearing fitting holes 123c, 123d, 124c, 124d, 125c, 125d is a clearance fitting.
組立て手順を、図15に示すように、転がり軸受123a、123b、124a、124b、125a、125bを、中央ケーシング128aの軸受嵌合穴123c、124c、125cと、側面ケーシング128bの軸受嵌合穴123d、124d、125dに先に嵌め入れ、その後で、各歯車軸123、124、125の両端部を、転がり軸受123a、123b、124a、124b、125a、125bに嵌め入れるようにした場合には、転がり軸受123a、123b、124a、124b、125a、125bの軸受外輪と軸受嵌合穴123c、123d、124c、124d、125c、125dとの嵌め合いは、しまり嵌合であり、転がり軸受123a、123b、124a、124b、125a、125bの軸受内輪と各歯車軸123、124、125の両端部との嵌め合いは、すきま嵌合になる。
As shown in FIG. 15, the assembly procedure is as follows: rolling bearings 123a, 123b, 124a, 124b, 125a, 125b, bearing fitting holes 123c, 124c, 125c in the central casing 128a and bearing fitting holes 123d in the side casing 128b. , 124d, 125d first, and then both ends of the gear shafts 123, 124, 125 are fitted into the rolling bearings 123a, 123b, 124a, 124b, 125a, 125b. The fitting between the bearing outer rings of the bearings 123a, 123b, 124a, 124b, 125a, 125b and the bearing fitting holes 123c, 123d, 124c, 124d, 125c, 125d is tight fitting, and the rolling bearings 123a, 123b, 124a are fitted. , 124b, 125a, 125b bearing inner ring and Fitting of both ends of the gear shaft 123, 124, 125 will clearance fit.
以上のように、3つの歯車軸123、124、125の各転がり軸受123b、124b、125bを側面ケーシング128bの3つの軸受嵌合穴123d、124d、125dの入り口に、図14に示すように、同時に挿入するのは非常に困難である。
As described above, the rolling bearings 123b, 124b, and 125b of the three gear shafts 123, 124, and 125 are provided at the entrances of the three bearing fitting holes 123d, 124d, and 125d of the side casing 128b, as shown in FIG. It is very difficult to insert at the same time.
すなわち、組付け時における3つの軸受嵌合穴123d、124d、125dの入り口から底までの各歯車軸123、124、125のスライド量L123、L124、L125は、図14に示すように、全て同じに設定されているので、各歯車軸123、124、125を軸受嵌合穴123d、124d、125dに全て同時に挿入することが困難である。
That is, the sliding amounts L 123 , L 124 , L 125 of the gear shafts 123 , 124 , 125 from the entrance to the bottom of the three bearing fitting holes 123 d, 124 d, 125 d during assembly are as shown in FIG. Since all are set to be the same, it is difficult to insert all the gear shafts 123, 124, 125 into the bearing fitting holes 123d, 124d, 125d at the same time.
このような複数の歯車軸123、124、125を軸方向に分割された減速機ケーシング128a、128bに組付ける場合の困難性は、図12に示すような、転がり軸受123a、123b、124a、124b、125a、125bの軸受外輪と軸受嵌合穴123c、123d、124c、124d、125c、125dとの嵌め合いがすきま嵌合である場合も、図15に示すような、転がり軸受123a、123b、124a、124b、125a、125bの軸受外輪と軸受嵌合穴123c、123d、124c、124d、125c、125dとの嵌め合いを、しまり嵌合にして、転がり軸受123a、123b、124a、124b、125a、125bの軸受内輪と各歯車軸123、124、125の両端部との嵌め合いをすきま嵌合にした場合も同様である。
The difficulty in assembling such a plurality of gear shafts 123, 124, 125 to the reducer casings 128a, 128b divided in the axial direction is that rolling bearings 123a, 123b, 124a, 124b as shown in FIG. , 125a, 125b and the bearing fitting holes 123c, 123d, 124c, 124d, 125c, 125d, even when the fitting is a clearance fitting, the rolling bearings 123a, 123b, 124a as shown in FIG. , 124b, 125a, 125b and the bearing fitting holes 123c, 123d, 124c, 124d, 125c, 125d are tightly fitted, and the rolling bearings 123a, 123b, 124a, 124b, 125a, 125b are fitted. Fit the inner ring of the bearing and both ends of each gear shaft 123, 124, 125. If you KOR fitting it is the same.
また、このような減速機における組付け時の課題は、上記の例のような、3軸の歯車軸構成に限らず、4軸以上の歯車軸構成でも同様であり、さらに、2モータ式のモータ駆動装置に限らず、1モータ式のモータ駆動装置においても同様に生じる。
Further, the problem at the time of assembling in such a reduction gear is not limited to the configuration of the three-shaft gear shaft as in the above example, but also applies to the configuration of four or more gear shafts. The same occurs not only in the motor drive device but also in a one-motor type motor drive device.
そこで、この発明は、複数の歯車軸を備えた減速機を組付ける際に、複数の歯車軸の一方の端部を、分割された減速機ケーシングの軸受嵌合穴に全て同時に組付けられることを回避し、組付け時の歯車軸の位置調整を可能にすることによって、減速機の組付け性を向上させることを課題とするものである。
Therefore, according to the present invention, when assembling a reduction gear provided with a plurality of gear shafts, one end of the plurality of gear shafts can be assembled at the same time into the bearing fitting holes of the divided reduction gear casings. It is an object to improve the assemblability of the reduction gear by avoiding the above and enabling the position adjustment of the gear shaft at the time of assembly.
前記の課題を解決するために、この発明は、電動モータと、この電動モータの動力を減速して駆動輪に伝達する減速機とを備え、減速機は、モータ軸から動力が伝達される入力歯車を有する入力歯車軸と、ドライブシャフトを介して駆動輪に駆動力を伝達する出力歯車を有する出力歯車軸と、入力歯車軸と出力歯車軸との間に設けられる中間歯車を有する1つ以上の中間歯車軸とを平行に配置した平行歯車軸減速機である自動車用減速機付きモータ駆動装置において、前記平行歯車軸減速機を構成する複数の歯車軸は、その両端部において平行歯車軸減速機を収容する減速機ケーシングに対して転がり軸受を介して支持され、転がり軸受の内輪と歯車軸との嵌め合いおよび転がり軸受の外輪と減速機ケーシングの軸受嵌合穴との嵌め合いの内、一方がすきま嵌合で他方がしまり嵌合であり、前記減速機ケーシングが軸方向に2分割され、各歯車軸の両端部に設けられる転がり軸受が軸方向に分割された2つの減速機ケーシングのそれぞれの軸受嵌合穴に支持される構造であり、2つの減速機ケーシングの少なくとも一方に支持される全ての転がり軸受に関し、すきま嵌合する軸受輪と、該軸受輪とすきま嵌合する部材との間の減速機ケーシングの組付け時におけるスライド量の少なくとも一つが他と異なることを特徴とする。
In order to solve the above-described problems, the present invention includes an electric motor and a speed reducer that decelerates the power of the electric motor and transmits the power to the drive wheels. The speed reducer is an input to which power is transmitted from the motor shaft. One or more having an input gear shaft having gears, an output gear shaft having an output gear for transmitting a driving force to the drive wheels via the drive shaft, and an intermediate gear provided between the input gear shaft and the output gear shaft In the motor drive device with a reduction gear for an automobile, which is a parallel gear shaft speed reducer arranged in parallel with the intermediate gear shaft, a plurality of gear shafts constituting the parallel gear shaft speed reducer are parallel gear shaft speed reductions at both ends thereof. It is supported via a rolling bearing to the reducer casing that houses the machine, and the inner ring of the rolling bearing and the gear shaft are fitted together and the outer ring of the rolling bearing and the bearing fitting hole of the reducer casing are fitted. Two reduction gear casings in which one is clearance fitting and the other is tight fitting, the reduction gear casing is divided into two in the axial direction, and rolling bearings provided at both ends of each gear shaft are divided in the axial direction. Of all the rolling bearings supported by at least one of the two speed reducer casings, and a bearing ring that is clearance-fitted and a member that is clearance-fitted with the bearing ring At least one of the sliding amounts when the speed reducer casing is assembled with the other is different from the others.
2つの減速機ケーシングの少なくとも一方に支持される全ての転がり軸受に関し、すきま嵌合する軸受輪と該軸受輪とすきま嵌合する部材との間の減速機ケーシング組付け時におけるスライド量が、全て異なるようにしてもよい。
With respect to all the rolling bearings supported by at least one of the two reduction gear casings, the sliding amount at the time of assembling the reduction gear casing between the bearing ring for clearance fitting and the member for clearance fitting with the bearing ring is all It may be different.
減速機ケーシング内に収容される歯車軸は、1つの入力歯車軸、1つの出力歯車軸、および1つ以上の中間歯車軸であり、入力歯車軸と出力歯車軸の減速機ケーシングの組付け時におけるスライド量が、中間歯車軸の減速機ケーシングの組付け時におけるスライド量よりも小さくしてもよい。
前記の歯車軸と減速機ケーシングとの組付け構造は、一つの電動モータと一つの減速機からなる自動車用減速機付きモータ駆動装置に採用することができる。 The gear shaft housed in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and when the reduction gear casing of the input gear shaft and the output gear shaft is assembled. The sliding amount at may be smaller than the sliding amount when the reduction gear casing of the intermediate gear shaft is assembled.
The assembly structure of the gear shaft and the reduction gear casing can be employed in a motor drive device with a reduction gear for an automobile that includes one electric motor and one reduction gear.
前記の歯車軸と減速機ケーシングとの組付け構造は、一つの電動モータと一つの減速機からなる自動車用減速機付きモータ駆動装置に採用することができる。 The gear shaft housed in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and when the reduction gear casing of the input gear shaft and the output gear shaft is assembled. The sliding amount at may be smaller than the sliding amount when the reduction gear casing of the intermediate gear shaft is assembled.
The assembly structure of the gear shaft and the reduction gear casing can be employed in a motor drive device with a reduction gear for an automobile that includes one electric motor and one reduction gear.
また、前記の歯車軸と減速機ケーシングとの組付け構造は、左右の駆動輪をそれぞれ独立に駆動させる2基の電動モータと、この2基の電動モータの動力を個別に減速して左右の駆動輪に伝達する2基の減速機とを備える動車用減速機付きモータ駆動装置にも採用することができる。
The assembly structure of the gear shaft and the speed reducer casing includes two electric motors for independently driving the left and right driving wheels, and the power of the two electric motors is individually decelerated to reduce the left and right driving motors. The present invention can also be adopted in a motor drive device with a vehicle speed reducer that includes two speed reducers that transmit to drive wheels.
減速機ケーシング内に収容される歯車軸は1つの入力歯車軸、1つの出力歯車軸、および1つ以上の中間歯車軸であり、入力歯車軸と減速機ケーシングとの間および出力歯車軸と減速機ケーシングとの間にそれぞれオイルシールが取り付けられた構成であって、全ての歯車軸に関し、すきま嵌合する軸受輪と該軸受輪とすきま嵌合する部材とが嵌合後、入力歯車軸および出力歯車軸がオイルシールと嵌合する軸方向の位置にオイルシールを配置することが好ましい。
The gear shaft housed in the reducer casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, between the input gear shaft and the reducer casing and between the output gear shaft and the speed reducer. An oil seal is attached to each of the machine casings, and for all the gear shafts, after the bearing wheel to be clearance-fitted and the member to be clearance-fitted to the bearing wheel are fitted, the input gear shaft and The oil seal is preferably disposed at an axial position where the output gear shaft is fitted with the oil seal.
また、減速機ケーシング内に収容される歯車軸は1つの入力歯車軸、1つの出力歯車軸、および1つ以上の中間歯車軸であり、分割された2つの減速機ケーシングがノックピンで位置決めする構成であって、全ての歯車軸に関し、すきま嵌合する軸受輪と該軸受輪とすきま嵌合する部材とが嵌合し、入力歯車軸および出力歯車軸がオイルシールと嵌合後、ノッピンが嵌合するノックピンの突出高さとすることが好ましい。
The gear shaft accommodated in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and the two divided reduction gear casings are positioned by knock pins. With regard to all gear shafts, the bearing ring to be clearance-fitted and the member to be clearance-fitted to the bearing ring are fitted, and after the input gear shaft and the output gear shaft are fitted to the oil seal, the knotpins are fitted. It is preferable to set the protruding height of the knock pin to be matched.
また、減速機ケーシング内に収容される歯車軸は1つの入力歯車軸、1つの出力歯車軸、および1つ以上の中間歯車軸であり、分割された2つの減速機ケーシングがインロー結合で位置決めされる構成であって、全ての歯車軸に関し、すきま嵌合する軸受輪と該軸受輪とすきま嵌合する部材とが嵌合し、入力軸と出力軸がオイルシールと嵌合した後、2つの減速機ケーシングがインロー結合のインロー凸部がインロー凹部に嵌合するインロー凸部の突出高さとすることが好ましい。
The gear shaft accommodated in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and the two divided reduction gear casings are positioned by in-row coupling. With respect to all gear shafts, after a bearing ring to be clearance-fitted and a member to be clearance-fitted to the bearing ring are fitted, and an input shaft and an output shaft are fitted to an oil seal, It is preferable that the speed reducer casing has a protrusion height of the spigot protrusion in which the spigot protrusion of the spigot joint fits into the spigot recess.
以上のように、この発明によれば、少なくとも1つの歯車軸の減速機ケーシングの組付け時におけるスライド量を他の歯車軸と異なる構成とすることで、全ての歯車軸を同時に組付ける場合よりも、位置調整が可能となり、組立性が向上する。
As described above, according to the present invention, the amount of sliding at the time of assembling the reduction gear casing of at least one gear shaft is different from that of other gear shafts, so that all gear shafts can be assembled at the same time. However, the position can be adjusted and the assemblability is improved.
また、全ての歯車軸の減速機ケーシングの組付け時におけるスライド量を異なる構成とすることで、さらに組立性が向上する。
Also, the assemblability is further improved by adopting different slide amounts when assembling the reduction gear casings of all gear shafts.
さらに、1つ以上の中間歯車軸を先に嵌合させる構成とすることで、中間歯車軸が嵌合した後、減速機ケーシングの入力歯車軸の開口部と出力歯車軸の開口部を利用して、組立の微調整が可能となる。
Furthermore, by adopting a configuration in which one or more intermediate gear shafts are fitted first, after the intermediate gear shafts are fitted, the input gear shaft opening and the output gear shaft opening of the reduction gear casing are used. Thus, fine adjustment of the assembly becomes possible.
さらに、全ての歯車軸を支持する転がり軸受が、この転がり軸受とすきま嵌合する部材と嵌合した後、減速ケーシングの入力歯車軸の開口部と出力歯車軸の開口部にあらかじめ取り付けられたオイルシールに入力歯車軸と出力歯車軸が嵌合する軸方向高さに、オイルシールの軸方向位置を配置する構成とすることによって、減速機ハウジングの組付け時においてオイルシールが位置調整の妨げとなることを防止することができる。
Further, after the rolling bearings supporting all the gear shafts are fitted to the rolling bearings and the members to be clearance-fitted, the oils are attached in advance to the input gear shaft opening and the output gear shaft opening of the reduction casing. By arranging the axial position of the oil seal at the axial height where the input gear shaft and the output gear shaft are fitted to the seal, the oil seal prevents position adjustment when the reducer housing is assembled. Can be prevented.
さらに、転がり軸受とオイルシールが嵌合後、ノックピンが嵌合するノックピン突出高さとすることで、減速機ハウジングの組付け時、およびオイルシールの嵌合時の位置調整の妨げとなることを防止できる。
Furthermore, after the rolling bearing and the oil seal are fitted, the knock pin protruding height at which the knock pin is fitted prevents the position adjustment from being hindered when the reducer housing is assembled and when the oil seal is fitted. it can.
以下、この発明の実施の形態を添付図面に基づいて説明する。
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
図1に示す自動車用減速機付きモータ駆動装置Aは、2基の減速機2L、2Rを左右並列に収容する減速機ケーシング20を中央にし、その減速機ケーシング20の左右に2基の電動モータ1L、1Rのモータケーシング3L、3Rを固定配置したものである。
A motor drive device A with a reduction gear for an automobile shown in FIG. 1 has a reduction gear casing 20 that houses two reduction gears 2L and 2R in parallel on the left and right sides, and two electric motors on the left and right sides of the reduction gear casing 20. 1L and 1R motor casings 3L and 3R are fixedly arranged.
図2に示す電気自動車Bは、前輪駆動方式であり、シャーシ41と、駆動輪としての前輪42と、後輪43と、左右の駆動輪をそれぞれに独立に駆動する2モータ式の自動車用減速機付きモータ駆動装置Aとを備え、2モータ式の自動車用減速機付きモータ駆動装置Aは、駆動輪である左右の前輪42の中央位置のシャーシ41上に搭載され、2モータ式の自動車用減速機付きモータ駆動装置Aの駆動力は、等速ジョイント15とドライブシャフト16を介して左右の駆動輪である前輪42に伝達される。
The electric vehicle B shown in FIG. 2 is a front-wheel drive system, and is a two-motor type vehicle deceleration that independently drives a chassis 41, front wheels 42 as drive wheels, rear wheels 43, and left and right drive wheels. The motor drive device A with a two-motor type automobile reduction gear is mounted on the chassis 41 at the center position of the left and right front wheels 42 which are drive wheels. The driving force of the motor drive device A with a reduction gear is transmitted to the front wheels 42 that are the left and right drive wheels via the constant velocity joint 15 and the drive shaft 16.
なお、2モータ式の自動車用減速機付きモータ駆動装置Aの搭載形態としては、図2に示す前輪駆動方式の他、後輪駆動方式、四輪駆動方式でもよい。
In addition, as a mounting form of the motor driving device A with a reduction motor for an automobile of a two-motor type, a rear wheel driving method or a four wheel driving method may be used in addition to the front wheel driving method shown in FIG.
2モータ式の自動車用減速機付きモータ駆動装置Aにおける左右の電動モータ1L、1Rは、図1に示すように、モータケーシング3L、3R内に収容されている。
The left and right electric motors 1L and 1R in the motor drive device A with a reduction gear for an automobile of a two-motor type are accommodated in motor casings 3L and 3R as shown in FIG.
モータケーシング3L、3Rは、円筒形のモータケーシング本体3aL、3aRと、このモータケーシング本体3aL、3aRの外側面を閉塞する外側壁3bL、3bRと、モータケーシング本体3aL、3aRの内側面に減速機2L、2Rと隔てる内側壁3cL、3cRとからなる。モータケーシング本体3aL、3aRの内側壁3cL、3cRには、モータ軸12aを引き出す開口部が設けられている。
The motor casings 3L and 3R include cylindrical motor casing bodies 3aL and 3aR, outer walls 3bL and 3bR that close the outer surfaces of the motor casing bodies 3aL and 3aR, and reduction gears on the inner surfaces of the motor casing bodies 3aL and 3aR. It consists of inner walls 3cL and 3cR separated from 2L and 2R. The inner walls 3cL and 3cR of the motor casing bodies 3aL and 3aR are provided with openings for drawing out the motor shaft 12a.
電動モータ1L、1Rは、図1に示すように、モータケーシング本体3aL、3aRの内周面にステータ11を設け、このステータ11の内周に間隔をおいてロータ12を設けたラジアルギャップタイプのものを使用している。なお、電動モータ1L、1Rは、アキシャルギャップタイプのものを使用してもよい。
As shown in FIG. 1, the electric motors 1 </ b> L and 1 </ b> R are of a radial gap type in which a stator 11 is provided on the inner peripheral surface of the motor casing body 3 aL and 3 aR, and a rotor 12 is provided on the inner periphery of the stator 11. I am using something. The electric motors 1L and 1R may be axial gap types.
ロータ12は、モータ軸12aを中心部に有し、そのモータ軸12aはモータケーシング本体3aL、3aRの内側壁3cL、3cRの開口部からそれぞれ減速機2L、2R側に引き出されている。モータケーシング本体3aL、3aRの開口部とモータ軸12aとの間にはシール部材13が設けられている。
The rotor 12 has a motor shaft 12a at the center, and the motor shaft 12a is drawn from the openings of the inner side walls 3cL and 3cR of the motor casing bodies 3aL and 3aR to the speed reducers 2L and 2R, respectively. A seal member 13 is provided between the openings of the motor casing bodies 3aL and 3aR and the motor shaft 12a.
モータ軸12aは、モータケーシング本体3aL、3aRの内側壁3cL、3cRと外側壁3bL、3bRとに転がり軸受14a、14bによって回転自在に支持されている(図1)。
The motor shaft 12a is rotatably supported by the rolling bearings 14a and 14b on the inner side walls 3cL and 3cR and the outer side walls 3bL and 3bR of the motor casing main bodies 3aL and 3aR (FIG. 1).
左右並列に設けられた2基の減速機2L、2Rを収容する減速機ケーシング20は、図1に示すように、中央ケーシング20aとこの中央ケーシング20aの両側面に固定される左右の側面ケーシング20bL、20bRの3ピース構造になっている。左右の側面ケーシング20bL、20bRは、中央ケーシング20aの両側の開口部に図示しない複数のボルトによって固定されている。
As shown in FIG. 1, a speed reducer casing 20 that accommodates two speed reducers 2L and 2R provided in parallel in the left and right is a central casing 20a and left and right side casings 20bL fixed to both side surfaces of the central casing 20a. , 20bR three-piece structure. The left and right side casings 20bL and 20bR are fixed to the openings on both sides of the central casing 20a by a plurality of bolts (not shown).
減速機ケーシング20の側面ケーシング20bL、20bRのアウトボード側の側面と電動モータ1L、1Rのモータケーシング本体3aL、3aRの内側壁3cL、3cRとを、複数のボルト29によって固定することにより、減速機ケーシング20の左右に2基の電動モータ1L、1Rが固定配置される(図1)。
By fixing the side surface of the side casings 20bL and 20bR of the reduction gear casing 20 on the outboard side and the inner side walls 3cL and 3cR of the motor casing bodies 3aL and 3aR of the electric motors 1L and 1R with a plurality of bolts 29, the reduction gears are obtained. Two electric motors 1L and 1R are fixedly arranged on the left and right sides of the casing 20 (FIG. 1).
中央ケーシング20aには、図1に示すように、中央に仕切り壁21が設けられている。減速機ケーシング20は、この仕切り壁21によって左右に2分割され、2基の減速機2L、2Rを収容する独立した左右の収容室が並列に設られている。
As shown in FIG. 1, a partition wall 21 is provided in the center of the center casing 20a. The reduction gear casing 20 is divided into right and left parts by the partition wall 21, and independent left and right accommodation chambers for accommodating the two reduction gears 2L, 2R are provided in parallel.
減速機2L、2Rは、図1および図4に示すように、左右対称形に設けられ、モータ軸12aから動力が伝達される入力歯車23aを有する入力歯車軸23L、23Rと、この入力歯車23aに噛み合う大径歯車24aと出力歯車25aに噛み合う小径歯車24bを有する中間歯車軸24L、24Rと、出力歯車25aを有し、減速機ケーシング20から引き出されて等速ジョイント15、ドライブシャフト16(図2)を介して駆動輪に駆動力を伝達する出力歯車軸25L、25Rとを備える平行歯車減速機である。左右の各入力歯車軸23L、23R、中間歯車軸24L、24R、出力歯車軸25L、25Rは、それぞれ同軸上に配置されている。
As shown in FIGS. 1 and 4, the speed reducers 2L and 2R are provided symmetrically and have input gear shafts 23L and 23R having an input gear 23a to which power is transmitted from the motor shaft 12a, and the input gear 23a. Intermediate gear shafts 24L, 24R having a large diameter gear 24a meshing with the output gear 25a, and a small diameter gear 24b meshing with the output gear 25a, and an output gear 25a. This is a parallel gear reducer including output gear shafts 25L and 25R that transmit a driving force to the driving wheels via 2). The left and right input gear shafts 23L and 23R, intermediate gear shafts 24L and 24R, and output gear shafts 25L and 25R are arranged coaxially.
減速機2L、2Rの入力歯車軸23L、23Rの両端は、中央ケーシング20aの仕切り壁21の左右両面に形成した軸受嵌合穴27aと側面ケーシング20bL、20bRに形成した軸受嵌合穴27bに転がり軸受28a、28bを介して回転自在に支持されている。
Both ends of the input gear shafts 23L, 23R of the speed reducers 2L, 2R roll into bearing fitting holes 27a formed on both the left and right sides of the partition wall 21 of the central casing 20a and bearing fitting holes 27b formed in the side casings 20bL, 20bR. The bearings 28a and 28b are rotatably supported.
入力歯車軸23L、23Rのアウトボード側の端部は、側面ケーシング20bL、20bRに設けた開口部27cから外側に引き出されており、開口部27cと入力歯車軸23L、23Rの外側端部との間にはオイルシール31を設け、減速機2L、2Rに充填された潤滑油の漏洩を防止している。
The end portions on the outboard side of the input gear shafts 23L and 23R are drawn outward from the opening portions 27c provided in the side casings 20bL and 20bR, and the openings 27c and the outer end portions of the input gear shafts 23L and 23R are connected to each other. An oil seal 31 is provided between them to prevent leakage of the lubricating oil filled in the speed reducers 2L and 2R.
入力歯車軸23L、23Rは、中空構造であり、この中空の入力歯車軸23L、23Rにモータ軸12aが挿入される。入力歯車軸23L、23Rとモータ軸12aとは、スプライン結合されている。
The input gear shafts 23L and 23R have a hollow structure, and the motor shaft 12a is inserted into the hollow input gear shafts 23L and 23R. The input gear shafts 23L, 23R and the motor shaft 12a are spline-coupled.
中間歯車軸24L、24Rは、外周面に入力歯車23aに噛み合う大径歯車24aと出力歯車25aに噛み合う小径歯車24bを有する段付き歯車である。この中間歯車軸24L、24Rの両端は、中央ケーシング20aの仕切り壁21の両面に形成した軸受嵌合穴32aと側面ケーシング20bL、20bRに形成した軸受嵌合穴32bとに転がり軸受34a、34bを介して支持されている。
Intermediate gear shafts 24L and 24R are stepped gears having a large-diameter gear 24a meshing with the input gear 23a and a small-diameter gear 24b meshing with the output gear 25a on the outer peripheral surface. At both ends of the intermediate gear shafts 24L and 24R, rolling bearings 34a and 34b are formed into bearing fitting holes 32a formed on both surfaces of the partition wall 21 of the central casing 20a and bearing fitting holes 32b formed on the side casings 20bL and 20bR. Is supported through.
出力歯車軸25L、25Rは、大径の出力歯車25aを有し、中央ケーシング20aの仕切り壁21の両面に形成した軸受嵌合穴35aと側面ケーシング20bL、20bRに形成した軸受嵌合穴35bに転がり軸受37a、37bによって支持されている。
The output gear shafts 25L and 25R have a large-diameter output gear 25a, and are formed in bearing fitting holes 35a formed on both surfaces of the partition wall 21 of the central casing 20a and bearing fitting holes 35b formed on the side casings 20bL and 20bR. It is supported by rolling bearings 37a and 37b.
出力歯車軸25L、25Rのアウトボード側の端部は、側面ケーシング20bL、20bRに形成した開口部35cから減速機ケーシング20の外側に引き出され、引き出された出力歯車軸25L、25Rのアウトボード側の端部の外周面に、等速ジョイント15の外輪部材がスプライン結合(セレーション結合も含む)されている。
Outboard side ends of the output gear shafts 25L and 25R are pulled out to the outside of the reduction gear casing 20 through openings 35c formed in the side casings 20bL and 20bR, and the output gear shafts 25L and 25R are pulled out to the outboard side. The outer ring member of the constant velocity joint 15 is spline-coupled (including serrated coupling) to the outer peripheral surface of the end portion.
出力歯車軸25L、25Rに結合された等速ジョイント15は、ドライブシャフト16を介して駆動輪に接続される(図2)。
The constant velocity joint 15 coupled to the output gear shafts 25L and 25R is connected to the drive wheels via the drive shaft 16 (FIG. 2).
出力歯車軸25L、25Rのアウトボード側の端部と側面ケーシング20bL、20bRに形成した開口部35cとの間には、オイルシール39を設け、減速機2L、2Rに充填された潤滑油の漏洩を防止している。
An oil seal 39 is provided between the end of the output gear shafts 25L and 25R on the outboard side and the opening 35c formed in the side casings 20bL and 20bR, and leakage of the lubricating oil filled in the speed reducers 2L and 2R occurs. Is preventing.
左右2基の減速機2L、2Rの入力歯車軸23L、23R、中間歯車軸24L、24R、出力歯車軸25L、25Rは、それぞれ同軸上に配置されている。
The input gear shafts 23L and 23R, the intermediate gear shafts 24L and 24R, and the output gear shafts 25L and 25R of the two left and right speed reducers 2L and 2R are coaxially arranged.
減速機2L、2Rは左右対称形であり、その組付け手順について、以下に説明する。
The reduction gears 2L and 2R are symmetrical, and the assembly procedure will be described below.
まず、図4に示すように、入力歯車軸23R、中間歯車軸24R、出力歯車軸25Rの両端部に、転がり軸受28a、28b、34a、34b、37a、37bを取付けることにより、歯車軸組立体を形成した後に、転がり軸受28a、28b、34a、34b、37a、37bを、中央ケーシング20aの軸受嵌合穴27a、32a、35aと、側面ケーシング20bRの軸受嵌合穴27b、32b、35bに嵌め入れるという手順を説明する。この組付け手順は、入力歯車軸23R、中間歯車軸24R、出力歯車軸25Rの各歯車軸の両端部と転がり軸受28a、28b、34a、34b、37a、37bの軸受内輪との嵌め合いをしまり嵌合とし、転がり軸受28a、28b、34a、34b、37a、37bの軸受外輪と軸受嵌合穴27a、27b、32a、32b、35a、35bとの嵌め合いをすきま嵌合にして組付けを行う例である。以下、右側の減速機2Rの組付け手順について説明する。
First, as shown in FIG. 4, by attaching rolling bearings 28a, 28b, 34a, 34b, 37a, 37b to both ends of the input gear shaft 23R, the intermediate gear shaft 24R, and the output gear shaft 25R, a gear shaft assembly is obtained. The rolling bearings 28a, 28b, 34a, 34b, 37a, 37b are fitted into the bearing fitting holes 27a, 32a, 35a of the central casing 20a and the bearing fitting holes 27b, 32b, 35b of the side casing 20bR. Explain the procedure of putting in. In this assembling procedure, the both end portions of the input gear shaft 23R, the intermediate gear shaft 24R, and the output gear shaft 25R are fitted to the bearing inner rings of the rolling bearings 28a, 28b, 34a, 34b, 37a, and 37b. Assembling is carried out with clearance fitting between the bearing outer rings of the rolling bearings 28a, 28b, 34a, 34b, 37a, 37b and the bearing fitting holes 27a, 27b, 32a, 32b, 35a, 35b. It is an example. Hereinafter, the assembly procedure of the right reduction gear 2R will be described.
この例では、最初に、図5に示すように、中央ケーシング20aの軸受嵌合穴27a、32a、35aに、入力歯車軸23Rに取付けた転がり軸受28a、中間歯車軸24Rに取付けた転がり軸受34a、出力歯車軸25Rに取付けた転がり軸受37aの各軸受外輪をすきま嵌合により挿入する。
In this example, first, as shown in FIG. 5, the rolling bearing 28a attached to the input gear shaft 23R and the rolling bearing 34a attached to the intermediate gear shaft 24R are inserted into the bearing fitting holes 27a, 32a and 35a of the central casing 20a. Then, each bearing outer ring of the rolling bearing 37a attached to the output gear shaft 25R is inserted by clearance fitting.
この後、図6に示すように、側面ケーシング20bRを、入力歯車軸23R、中間歯車軸24R、出力歯車軸25Rの各歯車軸に被せ、側面ケーシング20bRの軸受嵌合穴27b、32b、35bに、入力歯車軸23Rに取付けた転がり軸受28b、中間歯車軸24Rに取付けた転がり軸受34b、出力歯車軸25Rに取付けた転がり軸受37bの各軸受外輪をすきま嵌合により挿入する。
Thereafter, as shown in FIG. 6, the side casing 20bR is put on the gear shafts of the input gear shaft 23R, the intermediate gear shaft 24R, and the output gear shaft 25R, and the bearing fitting holes 27b, 32b, 35b of the side casing 20bR are covered. The bearing outer rings of the rolling bearing 28b attached to the input gear shaft 23R, the rolling bearing 34b attached to the intermediate gear shaft 24R, and the rolling bearing 37b attached to the output gear shaft 25R are inserted by clearance fitting.
この図6の例では、側面ケーシング20bRの軸受嵌合穴27bに入力歯車軸23Rに取付けた転がり軸受28bが挿入されてスライドするスライド量L23、すなわち、軸受嵌合穴27bの入り口から底までの距離と、側面ケーシング20bRの軸受嵌合穴32bに中間歯車軸24Rに取付けた転がり軸受34bが挿入されてスライドするスライド量L24、すなわち、軸受嵌合穴32bの入り口から底までの距離と、側面ケーシング20bRの軸受嵌合穴35bに出力歯車軸25Rに取付けた転がり軸受37bが挿入されてスライドするスライド量L25、すなわち、軸受嵌合穴35bの入り口から底までの距離のうち、軸受嵌合穴27bに入力歯車軸23Rに取付けた転がり軸受28bが挿入されてスライドするスライド量L23を、他の中間歯車軸24Rのスライド量L24、出力歯車軸25Rのスライド量L25よりも小さくして、軸受嵌合穴27bに入力歯車軸23Rに取付けた転がり軸受28bが挿入される前に、中間歯車軸24Rの転がり軸受34bと出力歯車軸25Rの転がり軸受37bが軸受嵌合穴32b、35bに嵌るようにしている。
In the example of FIG. 6, the sliding amount L 23 in which the rolling bearing 28b attached to the input gear shaft 23R is inserted into the bearing fitting hole 27b of the side casing 20bR and slides, that is, from the entrance to the bottom of the bearing fitting hole 27b. And a sliding amount L 24 that slides when the rolling bearing 34b attached to the intermediate gear shaft 24R is inserted into the bearing fitting hole 32b of the side casing 20bR, that is, the distance from the entrance to the bottom of the bearing fitting hole 32b, The sliding amount L 25 in which the rolling bearing 37b attached to the output gear shaft 25R is inserted and slid into the bearing fitting hole 35b of the side casing 20bR, that is, out of the distance from the entrance to the bottom of the bearing fitting hole 35b, is the bearing. the sliding amount L 23 of the rolling bearing 28b mounted on the input gear shaft 23R in the fitting hole 27b is inserted and slides, among other Sliding amount L 24 of the gear shaft 24R, and smaller than the sliding distance L 25 of the output gear shaft 25R, before rolling bearing 28b mounted on the input gear shaft 23R to the bearing fitting hole 27b is inserted, the intermediate gear shaft The rolling bearing 34b of 24R and the rolling bearing 37b of the output gear shaft 25R are fitted in the bearing fitting holes 32b and 35b.
すなわち、L23<L24(L25)の関係にすることにより、入力歯車軸23Rの転がり軸受28bと、中間歯車軸24Rの転がり軸受34bと、出力歯車軸25Rの転がり軸受37bが、軸受嵌合穴27b、32b、35bに同時ではなく、まず最初に、中間歯車軸24Rの転がり軸受34bと、出力歯車軸25Rの転がり軸受37bを、軸受嵌合穴32b、35bに嵌合させ、その後、入力歯車軸23Rの転がり軸受28bを軸受嵌合穴27bに嵌めることができるので、入力歯車軸23Rの転がり軸受28bを軸受嵌合穴27bに嵌め入れる際に、位置調整しながら容易に嵌め入れることができる。
That is, by satisfying the relationship of L 23 <L 24 (L 25 ), the rolling bearing 28b of the input gear shaft 23R, the rolling bearing 34b of the intermediate gear shaft 24R, and the rolling bearing 37b of the output gear shaft 25R are bearing-fitted. First, the rolling bearing 34b of the intermediate gear shaft 24R and the rolling bearing 37b of the output gear shaft 25R are first fitted into the bearing fitting holes 32b and 35b, not simultaneously with the joint holes 27b, 32b and 35b. Since the rolling bearing 28b of the input gear shaft 23R can be fitted into the bearing fitting hole 27b, when the rolling bearing 28b of the input gear shaft 23R is fitted into the bearing fitting hole 27b, it is easily fitted while adjusting the position. Can do.
図6の例では、3つの歯車軸の内の一つの歯車軸を、他の二つの歯車軸よりも後で嵌め入れるようにしたが、図7に示すように、3つの歯車軸のスライド量L23、L24、L25を全て異なるようにしてもよい。図7の例では、L23<L25<L24の関係になっている。図6および図7の関係に係わらずL23、L24、L25の関係は適宜変更できる。
In the example of FIG. 6, one of the three gear shafts is fitted later than the other two gear shafts. However, as shown in FIG. L 23 , L 24 and L 25 may all be different. In the example of FIG. 7, the relationship is L 23 <L 25 <L 24 . Regardless of the relationship between FIG. 6 and FIG. 7, the relationship between L 23 , L 24 , and L 25 can be changed as appropriate.
また、中間歯車軸24Rを一つ以上有する、すなわち、4歯車軸以上の歯車軸を有する減速機2Rを組付ける場合には、中間歯車軸24Rのスライド量L24を他の歯車軸のスライド量L23、L25よりも大きくすることにより、1つ以上の中間歯車軸24Rを先に嵌合させる構成とすることができ、中間歯車軸24Rが嵌合した後に、入力歯車軸23Rと出力歯車軸25Rを嵌め入れる際に、側面ケーシング20bRに設けた入力歯車軸23Rと出力歯車軸25Rの軸受嵌合穴27b、35bの開口部27c、35cを使用して位置調整を行うことができる。
Further, an intermediate gear shaft 24R one or more, i.e., 4 when assembling the reduction gear 2R having gear shaft above the gear shaft, a sliding amount L 24 of the intermediate gear shaft 24R of the other gear shaft sliding amount By making it larger than L 23 and L 25 , one or more intermediate gear shafts 24R can be fitted first, and after the intermediate gear shaft 24R is fitted, the input gear shaft 23R and the output gear When the shaft 25R is fitted, the position adjustment can be performed using the openings 27c and 35c of the bearing fitting holes 27b and 35b of the input gear shaft 23R and the output gear shaft 25R provided in the side casing 20bR.
さらに、図6、図7の例では、全ての歯車軸(入力歯車軸23R、中間歯車軸24R、出力歯車軸25R)の転がり軸受28b、34b、37bが、軸受嵌合穴27b、32b、35bに嵌合した際に、入力歯車軸23Rの軸受嵌合穴27b、35bの開口部27c、35cに予め取付けられたオイルシール31、39と、入力歯車軸23Rと出力歯車軸25Rの嵌合部分との間に隙間L1、L2が設けられる軸方向高さに、オイルシール31、39を配置する構成とすることにより、オイルシール31、39が、側面ケーシング20bRの組付け時の位置調整の妨げにならないようにしている。
Furthermore, in the examples of FIGS. 6 and 7, the rolling bearings 28b, 34b, and 37b of all the gear shafts (the input gear shaft 23R, the intermediate gear shaft 24R, and the output gear shaft 25R) are connected to the bearing fitting holes 27b, 32b, and 35b. Are fitted to the openings 27c, 35c of the bearing fitting holes 27b, 35b of the input gear shaft 23R, and the fitting portions of the input gear shaft 23R and the output gear shaft 25R. The oil seals 31 and 39 are arranged at the height in the axial direction between which the gaps L 1 and L 2 are provided, so that the oil seals 31 and 39 can be adjusted when the side casing 20bR is assembled. So as not to interfere.
さらに、図6および図7の例では、中央ケーシング20aの端面に複数のノックピン33aを設け、このノックピン33aが嵌合するピン穴33bを側面ケーシング20bRの端面に設けることにより、中央ケーシング20aと側面ケーシング20bRの位置決めができるようにしているが、このノックピン33aの高さは、側面ケーシング20bRのオイルシール31、39に入力歯車軸23Rと出力歯車軸25Rが嵌合した後で、ノックピン33aがピン穴33bに嵌合するように、オイルシール31、39と入力歯車軸23Rと出力歯車軸25Rの嵌合部分との間に隙間L1、L2よりも、ノックピン33aの先端と側面ケーシング20bRの端面との間の隙間L3を大きく設定している。
Further, in the example of FIGS. 6 and 7, a plurality of knock pins 33a are provided on the end surface of the central casing 20a, and pin holes 33b into which the knock pins 33a are fitted are provided on the end surface of the side casing 20bR. The casing 20bR can be positioned. The height of the knock pin 33a is such that the knock pin 33a is pinned after the input gear shaft 23R and the output gear shaft 25R are fitted to the oil seals 31 and 39 of the side casing 20bR. The front end of the knock pin 33a and the side casing 20bR are located between the oil seals 31 and 39 and the fitting portions of the input gear shaft 23R and the output gear shaft 25R so as to fit into the hole 33b, rather than the gaps L 1 and L 2 . is set larger the gap L 3 between the end face.
図8の例は、中央ケーシング20aの端面にインロー凸部33cを設け、このインロー凸部33cが嵌合するインロー凹部33dを側面ケーシング20bRの端面に設けることにより、中央ケーシング20aと側面ケーシング20bRとをインロー結合によって位置決めしたものであるが、この例においても、図7の例と同様に、このインロー凸部33cの高さは、側面ケーシング20bRのオイルシール31、39に入力歯車軸23Rと出力歯車軸25Rが嵌合した後で、インロー凸部33cがインロー凹部33dに嵌合するように、オイルシール31、39と入力歯車軸23Rと出力歯車軸25Rの嵌合部分との間の隙間L1、L2よりも、インロー凸部33cの先端と側面ケーシング20bRの端面との間の隙間L3を大きく設定している。
In the example of FIG. 8, the center casing 20a and the side casing 20bR are formed by providing the spigot convex part 33c on the end surface of the central casing 20a, and providing the spigot concave part 33d into which the spigot convex part 33c is fitted on the end face of the side casing 20bR. In this example, as in the example of FIG. 7, the height of the inlay projection 33c is set so that the oil seals 31 and 39 of the side casing 20bR are connected to the input gear shaft 23R and the output. After the gear shaft 25R is fitted, the gap L between the oil seals 31 and 39, the input gear shaft 23R, and the fitting portion of the output gear shaft 25R so that the spigot convex portion 33c fits into the spigot concave portion 33d. 1 and L 2 , the gap L 3 between the tip of the spigot protrusion 33 c and the end surface of the side casing 20 b R is set larger. The
次に、図9、図10の例は、まず、中央ケーシング20aの軸受嵌合穴27a、32a、35aと、側面ケーシング20bRの軸受嵌合穴27b、32b、35bに、転がり軸受28a、28b、34a、34b、37a、37bを取付けた後に、入力歯車軸23R、中間歯車軸24R、出力歯車軸25Rの両端部を、転がり軸受28a、28b、34a、34b、37a、37bに嵌合するものである。この組付け手順は、入力歯車軸23R、中間歯車軸24R、出力歯車軸25Rの各歯車軸の両端部と転がり軸受28a、28b、34a、34b、37a、37bの軸受内輪との嵌め合いをすきま嵌合とし、転がり軸受28a、28b、34a、34b、37a、37bの軸受外輪と軸受嵌合穴27a、27b、32a、32b、35a、35bとの嵌め合いをしまり嵌合にして組付けを行う例である。
Next, in the example of FIGS. 9 and 10, first, the rolling bearings 28 a, 28 b, and the bearing fitting holes 27 a, 32 a, 35 a of the central casing 20 a and the bearing fitting holes 27 b, 32 b, 35 b of the side casing 20 b R After attaching 34a, 34b, 37a, 37b, both ends of the input gear shaft 23R, the intermediate gear shaft 24R, and the output gear shaft 25R are fitted to the rolling bearings 28a, 28b, 34a, 34b, 37a, 37b. is there. In this assembling procedure, the gap between the both ends of each of the input gear shaft 23R, the intermediate gear shaft 24R, and the output gear shaft 25R and the bearing inner rings of the rolling bearings 28a, 28b, 34a, 34b, 37a, 37b is clearance. Assembling is performed by fitting the rolling bearings 28a, 28b, 34a, 34b, 37a, and 37b with the bearing fitting holes 27a, 27b, 32a, 32b, 35a, and 35b. It is an example.
図9の例は、入力歯車軸23Rのスライド量L23を、中間歯車軸24Rのスライド量L24と出力歯車軸25Rのスライド量L25よりも小さく設定し、すなわち、L23<L24(L25)の関係にすることにより、入力歯車軸23Rが軸受嵌合穴27bに取付けられた転がり軸受28bに嵌合する前に、中間歯車軸24Rと出力歯車軸25Rを、軸受嵌合穴32bに取付けられた転がり軸受34bと軸受嵌合穴35bに取付けられた転がり軸受37bに嵌め入れるようにしたものである。
Examples of Figure 9, the sliding amount L 23 of the input gear shaft 23R, is set to be smaller than the sliding amount L 25 of the sliding amount L 24 of the intermediate gear shaft 24R output gear shaft 25R, i.e., L 23 <L 24 ( L 25 ), the intermediate gear shaft 24R and the output gear shaft 25R are connected to the bearing fitting hole 32b before the input gear shaft 23R is fitted to the rolling bearing 28b attached to the bearing fitting hole 27b. Are fitted into a rolling bearing 34b attached to the rolling bearing 37b and a rolling bearing 37b attached to the bearing fitting hole 35b.
図10の例は、中間歯車軸24Rのスライド量L24を、入力歯車軸23Rのスライド量L23と出力歯車軸25Rのスライド量L25よりも大きくし、入力歯車軸23Rのスライド量L23を出力歯車軸25Rのスライド量L25よりも大きく、すなわち、L25<L23<L24の関係にすることにより、中間歯車軸24Rが最も早く、軸受嵌合穴32bに取付けられた転がり軸受34bに嵌まるようにしたものである。図9および図10の関係に係わらずL23、L24、L25の関係は適宜変更できる。
Example of FIG. 10, the sliding amount L 24 of the intermediate gear shaft 24R, the input gear shaft and greater than the sliding amount L 23 and the output gear shaft sliding amount L 25 of 25R of 23R, the input gear shaft 23R sliding amount L 23 Is larger than the slide amount L 25 of the output gear shaft 25R, that is, the relationship of L 25 <L 23 <L 24 is established, so that the intermediate gear shaft 24R is the earliest rolling bearing attached to the bearing fitting hole 32b. 34b. Regardless of the relationship between FIGS. 9 and 10, the relationship between L 23 , L 24 , and L 25 can be changed as appropriate.
以上の実施形態は、2モータ式の自動車用減速機付きモータ駆動装置Aを例にして説明したが、この発明における減速機の組付け手順は、1モータ式の自動車用減速機付きモータ駆動装置の減速機の組付けにも適用することができる。1モータ式の自動車用減速機付きモータ駆動装置の場合、減速機ケーシングはモータ側のケーシングと減速機側のケーシングの構成となり、モータ側のケーシングが、2モータ式の自動車用減速機付きモータ駆動装置Aにおける側面ケーシング20bL、20bRに、減速機側ケーシングは中央ケーシング20aに相当する。
The above embodiment has been described by taking the two-motor type motor drive device A with a reduction gear for an automobile as an example, but the assembling procedure of the reduction gear in the present invention is a one-motor type motor drive device with a reduction gear for an automobile. The present invention can also be applied to the assembly of a reduction gear. In the case of a one-motor type motor drive device with a reduction gear for an automobile, the reduction gear casing has a configuration of a motor side casing and a reduction gear side casing, and the motor side casing is a two-motor type motor drive with an automobile reduction gear. The reduction gear side casing corresponds to the central casing 20a in the side casings 20bL and 20bR in the apparatus A.
この発明は前述した実施形態に何ら限定されるものではなく、この発明の要旨を逸脱しない範囲において、さらに種々の形態で実施し得ることは勿論のことであり、本発明の範囲は、特許請求の範囲によって示され、さらに特許請求の範囲に記載の均等の意味、および範囲内の全ての変更を含む。
The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. The scope of the present invention is claimed. The equivalent meanings recited in the claims, and all modifications within the scope.
1L、1R :電動モータ
2L、2R :減速機
3L、3R :モータケーシング
3aL、3aR :モータケーシング本体
3bL、3bR :外側壁
3cL、3cR :内側壁
11 :ステータ
12 :ロータ
12a :モータ軸
13 :シール部材
14a、14b :転がり軸受
15 :等速ジョイント
16 :ドライブシャフト
20 :減速機ケーシング
20a :中央ケーシング
20bL、20bR :側面ケーシング
21 :仕切り壁
23L、23R :入力歯車軸
23a :入力歯車
24L、24R :中間歯車軸
24a :大径歯車
24b :小径歯車
25L、25R :出力歯車軸
25a :出力歯車
27a、27b :軸受嵌合穴
27c :開口部
28a、28b :転がり軸受
29 :ボルト
31 :オイルシール
32a、32b :軸受嵌合穴
33a :ノックピン
33b :ピン穴
33c :インロー凸部
33d :インロー凹部
34a、34b :転がり軸受
35a、35b :軸受嵌合穴
35c :開口部
37a、37b :転がり軸受
39 :オイルシール
41 :シャーシ
42 :前輪
43 :後輪
A :自動車用減速機付きモータ駆動装置
B :電気自動車 1L, 1R: Electric motor 2L, 2R: Reducer 3L, 3R: Motor casing 3aL, 3aR: Motor casing body 3bL, 3bR: Outer wall 3cL, 3cR: Inner wall 11: Stator 12: Rotor 12a: Motor shaft 13: Seal Members 14a, 14b: Rolling bearing 15: Constant velocity joint 16: Drive shaft 20: Reduction gear casing 20a: Central casing 20bL, 20bR: Side casing 21: Partition walls 23L, 23R: Input gear shaft 23a: Input gear shafts 24L, 24R: Intermediate gear shaft 24a: Large-diameter gear 24b: Small- diameter gear 25L, 25R: Output gear shaft 25a: Output gear 27a, 27b: Bearing fitting hole 27c: Openings 28a, 28b: Rolling bearing 29: Bolt 31: Oil seal 32a, 32b Bearing fitting hole 33a: knock pin 33b: pin hole 33c: spigot convex part 33d: spigot concave part 34a, 34b: rolling bearing 35a, 35b: bearing fitting hole 35c: opening 37a, 37b: rolling bearing 39: oil seal 41: Chassis 42: Front wheel 43: Rear wheel A: Motor drive unit B with reduction gear for automobile B: Electric vehicle
2L、2R :減速機
3L、3R :モータケーシング
3aL、3aR :モータケーシング本体
3bL、3bR :外側壁
3cL、3cR :内側壁
11 :ステータ
12 :ロータ
12a :モータ軸
13 :シール部材
14a、14b :転がり軸受
15 :等速ジョイント
16 :ドライブシャフト
20 :減速機ケーシング
20a :中央ケーシング
20bL、20bR :側面ケーシング
21 :仕切り壁
23L、23R :入力歯車軸
23a :入力歯車
24L、24R :中間歯車軸
24a :大径歯車
24b :小径歯車
25L、25R :出力歯車軸
25a :出力歯車
27a、27b :軸受嵌合穴
27c :開口部
28a、28b :転がり軸受
29 :ボルト
31 :オイルシール
32a、32b :軸受嵌合穴
33a :ノックピン
33b :ピン穴
33c :インロー凸部
33d :インロー凹部
34a、34b :転がり軸受
35a、35b :軸受嵌合穴
35c :開口部
37a、37b :転がり軸受
39 :オイルシール
41 :シャーシ
42 :前輪
43 :後輪
A :自動車用減速機付きモータ駆動装置
B :電気自動車 1L, 1R:
Claims (8)
- 電動モータと、この電動モータの動力を減速して駆動輪に伝達する減速機とを備え、減速機は、モータ軸から動力が伝達される入力歯車を有する入力歯車軸と、ドライブシャフトを介して駆動輪に駆動力を伝達する出力歯車を有する出力歯車軸と、入力歯車軸と出力歯車軸との間に設けられる中間歯車を有する1つ以上の中間歯車軸とを平行に配置した平行歯車軸減速機である自動車用減速機付きモータ駆動装置において、前記平行歯車軸減速機を構成する複数の歯車軸は、その両端部において平行歯車軸減速機を収容する減速機ケーシングに対して転がり軸受を介して支持され、転がり軸受の内輪と歯車軸との嵌め合いおよび転がり軸受の外輪と減速機ケーシングの軸受嵌合穴との嵌め合いの内、一方がすきま嵌合で他方がしまり嵌合であり、前記減速機ケーシングが軸方向に2分割され、各歯車軸の両端部に設けられる転がり軸受が軸方向に分割された2つの減速機ケーシングのそれぞれの軸受嵌合穴に支持される構造であり、2つの減速機ケーシングの少なくとも一方に支持される全ての転がり軸受に関し、すきま嵌合する軸受輪と、該軸受輪とすきま嵌合する部材との間の減速機ケーシングの組付け時におけるスライド量の少なくとも一つが他と異なることを特徴とする自動車用減速機付きモータ駆動装置。 An electric motor and a speed reducer that decelerates the power of the electric motor and transmits it to the drive wheel. The speed reducer includes an input gear shaft having an input gear to which power is transmitted from the motor shaft, and a drive shaft. A parallel gear shaft in which an output gear shaft having an output gear for transmitting a driving force to a driving wheel and one or more intermediate gear shafts having an intermediate gear provided between the input gear shaft and the output gear shaft are arranged in parallel. In the motor drive device with a reduction gear for automobiles, which is a reduction gear, a plurality of gear shafts constituting the parallel gear shaft reduction gear are provided with rolling bearings with respect to a reduction gear casing accommodating the parallel gear shaft reduction gear at both ends thereof. Of the inner ring of the rolling bearing and the gear shaft, and the fitting of the outer ring of the rolling bearing and the bearing fitting hole of the reducer casing, one is clearance fitting and the other is tight fitting. The reduction gear casing is divided into two in the axial direction, and rolling bearings provided at both ends of each gear shaft are supported in the respective bearing fitting holes of the two reduction gear casings divided in the axial direction. Yes, with respect to all the rolling bearings supported by at least one of the two reduction gear casings, a slide at the time of assembling the reduction gear casing between the bearing ring that is clearance-fitted and the bearing ring and the member that is clearance-fitting A motor drive device with a reduction gear for an automobile, wherein at least one of the quantities is different from the others.
- 2つの減速機ケーシングの少なくとも一方に支持される全ての転がり軸受に関し、すきま嵌合する軸受輪と該軸受輪とすきま嵌合する部材との間の減速機ケーシング組付け時におけるスライド量が、全て異なることを特徴とする請求項1記載の自動車用減速機付きモータ駆動装置。 With respect to all the rolling bearings supported by at least one of the two reduction gear casings, the sliding amount at the time of assembling the reduction gear casing between the bearing ring for clearance fitting and the member for clearance fitting with the bearing ring is all The motor drive apparatus with a reduction gear for an automobile according to claim 1, which is different.
- 減速機ケーシング内に収容される歯車軸は、1つの入力歯車軸、1つの出力歯車軸、および1つ以上の中間歯車軸であり、入力歯車軸と出力歯車軸の減速機ケーシングの組付け時におけるスライド量が、中間歯車軸の減速機ケーシングの組付け時におけるスライド量よりも小さいことを特徴とする請求項1または2記載の自動車用減速機付きモータ駆動装置。 The gear shaft housed in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and when the reduction gear casing of the input gear shaft and the output gear shaft is assembled. The motor drive device with a reduction gear for an automobile according to claim 1 or 2, wherein the slide amount is smaller than the slide amount when the reduction gear casing of the intermediate gear shaft is assembled.
- 一つの電動モータと一つの減速機からなる請求項1~3に記載の自動車用減速機付きモータ駆動装置。 The motor drive device with a reduction gear for an automobile according to claims 1 to 3, comprising one electric motor and one reduction gear.
- 左右の駆動輪をそれぞれ独立に駆動させる2基の電動モータと、この2基の電動モータの動力を個別に減速して左右の駆動輪に伝達する2基の減速機とを備える請求項1~3に記載の自動車用減速機付きモータ駆動装置。 Two or more electric motors for independently driving the left and right drive wheels, and two reduction gears for individually decelerating the power of the two electric motors and transmitting them to the left and right drive wheels, respectively. 4. A motor drive device with a reduction gear for an automobile according to 3.
- 減速機ケーシング内に収容される歯車軸は1つの入力歯車軸、1つの出力歯車軸、および1つ以上の中間歯車軸であり、入力歯車軸と減速機ケーシングとの間および出力歯車軸と減速機ケーシングとの間にそれぞれオイルシールが取り付けられた構成であって、全ての歯車軸に関し、すきま嵌合する軸受輪と該軸受輪とすきま嵌合する部材とが嵌合後、入力歯車軸および出力歯車軸がオイルシールと嵌合する軸方向の位置にオイルシールを配置したことを特徴とする請求項1~5に記載の自動車用減速機付きモータ駆動装置。 The gear shaft housed in the reducer casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, between the input gear shaft and the reducer casing and between the output gear shaft and the speed reducer. An oil seal is attached to each of the machine casings, and for all the gear shafts, after the bearing wheel to be clearance-fitted and the member to be clearance-fitted to the bearing wheel are fitted, the input gear shaft and 6. The motor drive device with a reduction gear for an automobile according to claim 1, wherein the oil seal is disposed at an axial position where the output gear shaft is fitted with the oil seal.
- 減速機ケーシング内に収容される歯車軸は1つの入力歯車軸、1つの出力歯車軸、および1つ以上の中間歯車軸であり、分割された2つの減速機ケーシングがノックピンで位置決めする構成であって、全ての歯車軸に関し、すきま嵌合する軸受輪と該軸受輪とすきま嵌合する部材とが嵌合し、入力歯車軸および出力歯車軸がオイルシールと嵌合後、ノッピンが嵌合するノックピン突出高さとしたことを特徴とする請求項1~6に記載の自動車用減速機付きモータ駆動装置。 The gear shaft housed in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and the two divided reduction gear casings are positioned by knock pins. With respect to all gear shafts, a bearing ring to be clearance-fitted and a member to be clearance-fitted to the bearing ring are fitted, and after the input gear shaft and the output gear shaft are fitted to the oil seal, the knotpin is fitted. The motor drive device with a reduction gear for an automobile according to any one of claims 1 to 6, wherein the knock pin has a protruding height.
- 減速機ケーシング内に収容される歯車軸は1つの入力歯車軸、1つの出力歯車軸、および1つ以上の中間歯車軸であり、分割された2つの減速機ケーシングがインロー結合で位置決めされる構成であって、全ての歯車軸に関し、すきま嵌合する軸受輪と該軸受輪とすきま嵌合する部材とが嵌合し、入力軸と出力軸がオイルシールと嵌合した後、2つの減速機ケーシングがインロー結合のインロー凸部がインロー凹部に嵌合するインロー凸部の突出高さとしたことを特徴とする1~6に記載の自動車用減速機付きモータ駆動装置。 The gear shaft accommodated in the reduction gear casing is one input gear shaft, one output gear shaft, and one or more intermediate gear shafts, and the two divided reduction gear casings are positioned by in-row coupling. Then, with respect to all the gear shafts, after the bearing ring to be clearance-fitted and the member to be clearance-fitted to the bearing ring are fitted, and the input shaft and the output shaft are fitted to the oil seal, two speed reducers 7. The motor drive device with a reduction gear for an automobile according to any one of claims 1 to 6, wherein the casing has a projection height of an inlay convex portion in which the inlay convex portion of the inlay coupling is fitted into the inlay concave portion.
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JP2015059092A JP6449066B2 (en) | 2015-03-23 | 2015-03-23 | Motor drive unit with reduction gear for automobile |
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Cited By (8)
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CN107314084A (en) * | 2017-07-10 | 2017-11-03 | 淄博纽氏达特行星减速机有限公司 | AGV car wheels drive reductor |
WO2018096880A1 (en) * | 2016-11-25 | 2018-05-31 | 本田技研工業株式会社 | Transmission |
FR3062605A1 (en) * | 2017-02-03 | 2018-08-10 | Renault S.A.S. | POWER TRANSMISSION ASSEMBLY OF A HYBRID PROPULSION MOTOR VEHICLE |
CN108458051A (en) * | 2018-03-13 | 2018-08-28 | 刘从彬 | Retarder and power adaptation device |
DE202019103771U1 (en) * | 2019-07-09 | 2020-10-13 | Hofer Powertrain Innovation Gmbh | Double gear, in particular for an electromotive drive train, with a support structure and associated bearing glasses |
WO2021005186A1 (en) | 2019-07-09 | 2021-01-14 | Hofer Powertrain Innovation Gmbh | Gearbox, in particular a twin gearbox, and bearing bracket with an advantageous oil lubrication by means of a multi-chamber system, as well as method suitable for lubricating such a gearbox |
CN114483920A (en) * | 2021-12-20 | 2022-05-13 | 上海工程技术大学 | Integrated reduction gearbox of electric racing car |
US11865908B2 (en) | 2019-07-09 | 2024-01-09 | Hofer Powertrain Innovation Gmbh | Dual transmission with triangularly arranged gear center positions |
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JP2021191315A (en) * | 2018-06-26 | 2021-12-16 | オリンパス株式会社 | Insertion device |
JP7126908B2 (en) * | 2018-09-10 | 2022-08-29 | Ntn株式会社 | Electric vehicle drive device and in-wheel motor drive device |
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WO2018096880A1 (en) * | 2016-11-25 | 2018-05-31 | 本田技研工業株式会社 | Transmission |
JP2018084316A (en) * | 2016-11-25 | 2018-05-31 | 本田技研工業株式会社 | transmission |
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FR3062605A1 (en) * | 2017-02-03 | 2018-08-10 | Renault S.A.S. | POWER TRANSMISSION ASSEMBLY OF A HYBRID PROPULSION MOTOR VEHICLE |
CN107314084A (en) * | 2017-07-10 | 2017-11-03 | 淄博纽氏达特行星减速机有限公司 | AGV car wheels drive reductor |
CN108458051A (en) * | 2018-03-13 | 2018-08-28 | 刘从彬 | Retarder and power adaptation device |
DE202019103771U1 (en) * | 2019-07-09 | 2020-10-13 | Hofer Powertrain Innovation Gmbh | Double gear, in particular for an electromotive drive train, with a support structure and associated bearing glasses |
WO2021005186A1 (en) | 2019-07-09 | 2021-01-14 | Hofer Powertrain Innovation Gmbh | Gearbox, in particular a twin gearbox, and bearing bracket with an advantageous oil lubrication by means of a multi-chamber system, as well as method suitable for lubricating such a gearbox |
US11865908B2 (en) | 2019-07-09 | 2024-01-09 | Hofer Powertrain Innovation Gmbh | Dual transmission with triangularly arranged gear center positions |
EP4385779A2 (en) | 2019-07-09 | 2024-06-19 | hofer powertrain innovation GmbH | Gearbox, in particular twin gearbox, and bearing spectacles with advantageous oil lubrication through a multi-chamber system and suitable method for lubricating such a gearbox |
CN114483920A (en) * | 2021-12-20 | 2022-05-13 | 上海工程技术大学 | Integrated reduction gearbox of electric racing car |
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JP2016176586A (en) | 2016-10-06 |
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